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(11) | EP 2 668 412 B1 |
| (12) | EUROPEAN PATENT SPECIFICATION |
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| (54) |
ISOLATING DECOUPLER ISOLATORENTKOPPLER ORGANE DE DÉCOUPLAGE ISOLANT |
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| Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). |
Field of the Invention
[0001] The invention relates to an isolating decoupler, and more particularly, to an isolating decoupler having a one-way clutch and an inertia member attached to the hub, all contained within a pulley width.
Background of the Invention
[0002] Vehicle internal combustion engines typically comprise a front end belt driven accessory drive. The accessories can include power steering, an alternator, water pump and so on. The accessory drive can also be referred to as a serpentine drive since the belt often traces a circuitous path about the front plane of an engine.
[0003] A typical serpentine drive system includes a driving pulley on the crankshaft of an internal combustion engine of the vehicle, a series of driven pulleys for the accessories and a poly-V belt trained about the driving and driven pulleys. An advantage of the serpentine drive is that by providing an automatic belt tensioner on the belt the accessories can be fixedly mounted.
[0004] It is also known to provide a decoupler assembly between the belt driven accessory and the pulley to allow the belt driven accessory to operate temporarily at a higher speed or "overrun" the pulley as the pulley oscillates with the speed of the engine.
[0005] It is known that alternator pulley can contain one-way clutch, resilient member, or both one-way clutch and resilient member. It is also known that the same approach can be used for crankshaft pulley. In the latter case not only the alternator inertia will be isolated from the belt drive but the inertia of all accessories. At the same time torque requirement is substantially higher as well as challenges for all other elements of the crankshaft isolator.
[0006] For a crankshaft isolator with no decoupling feature, the spring stiffness is chosen such that the torsional vibration present at the nose of the crankshaft is attenuated by its elastic element and prevented this vibration from affecting the ABDS in a negative manner. Although beneficial during engine operation, the presence of the device on the crankshaft during start-up and shut down can present challenges. Because the spring stiffness is such that the first system natural frequency is below idle, during start up, the engine RPM passes through this natural frequency causing exaggerated relative motion between the device's pulley and hub. This causes large deformations of the elastic element and can result in fatigue fractures and catastropic failure. This failure can be prevented by the use of stop(s) between the pulley and the hub that limit the travel of the elastic element. However, the stops must be placed and designed correctly to prevent objectionable noise during the start up phase of engine operation.
[0007] Representative of the art is US patent 6,044,943 which discloses a crankshaft decoupler that has a mounting hub, a pulley rotatably mounted on the mounting hub, an annular carrier mounted within said pulley, a biasing device mounted therebetween, and a one way clutch mounted between the annular carrier and the pulley. The biasing device cushions the belt drive from crankshaft impulses and lowers the angular resonant frequency of the belt system. The one way clutch prevents sudden reversal of the belt tension in the drive due to start/stop of the engine or sudden deceleration of the engine and prevents momentary reverse slip belt squeal as a result of the tensioners' inadequate output for the reverse mode. The one way clutch limits the maximum amount of torque which may be transmitted preventing belt slippage during momentary overload.
[0008] What is needed is an isolating decoupler having a one-way clutch and an inertia member attached to the hub, all contained within a pulley width. The present invention meets this need.
[0009] WO97/31198 discloses a crankshaft pulley assembly comprising (a) a crankshaft pulley including (i) a pulley body, and (ii) means connecting the pulley body to the crankshaft of the internal combustion engine, electric motor or other such drive apparatus and connecting the pulley body to the accessory drive belt for moving the drive belt in a given direction in response to the rotation of said crankshaft in a particular direction; and (b) a one-way clutch device carried by and forming part of said connecting means for allowing said drive belt to move in said given direction at a speed equal to and in excess of the speed of the crankshaft in said particular direction.
Summary of the Invention
[0010] The primary aspect of the invention is an isolating decoupler having a one-way clutch and an inertia member attached to the hub, all contained within a pulley width, according to claim 1 or 4. Other aspects of the invention will be pointed out or made obvious by the following description of the invention and the accompanying drawings.
[0011] The invention comprises an isolating decoupler comprising a hub, a one-way clutch engaged with the hub, a pulley rotationally engaged with the hub, a spring operationally engaged between the one-way clutch and the pulley, and an inertia member engaged with the hub through an elastomeric member, the inertia member substantially disposed within a width of the pulley, the inertia member moveable independently of the pulley.
Brief Description of the Drawings
[0012] The accompanying drawings, which are incorporated in and form a part of the specification, illustrate preferred embodiments of the present invention, and together with a description, serve to explain the principles of the invention.
FIG. 1 is a cross-section of the device.
Figure 2 is an exploded view of the device.
Figure 3 is a cross-sectional exploded view of the device.
Detailed Description of the Preferred Embodiment
[0013] Figure 1 is a cross-section of the device. The isolating decoupler comprises a hub 10. Hub 10 can be mounted to a shaft such as a crankshaft or driven accessory shaft (not shown).
[0014] A one-way clutch 20 is mounted to the hub 10. One-way clutch 20 is typically press fit onto the clutch carrier 30. The clutch 20 engages a hub 10.
[0015] A first end 41 of torsion spring 40 is connected to clutch carrier 30. The second end 42 of torsion spring 40 is connected to a pulley support member 50.
[0016] Pulley 70 is mounted to pulley support 50 and pulley support 60. Pulley 70 comprises a belt engaging surface 71.
[0017] Elastomeric ring 80 is connected to hub 10. Inertia ring 90 is connected to elastomeric ring 80. The inertia ring combined with the elastomeric ring damp crankshaft oscillations and vibrations caused during engine operation. Elastomeric ring 80 is securely fixed between inertia ring 90 and hub 10 using known adhesives, or mechanical, or press fit.
[0018] Pulley assembly 50, 60, 70 is rotationally moveable with respect to hub 10 on each bearing 110, 120. Inertia ring 90 moves independently of the pulley assembly 50, 60, 70.
[0020] All components of the device are contained within an envelope axially defined by the pulley support 50 and pulley support 60, and radially defined by the pulley 70.
[0021] Figure 2 is an exploded view of the device. A plane P2 intersects the circumference of the inertia ring 90. A plane P1 intersects the circumference of the pulley 70. In the assembled device plane P1 is coplanar with plane P2, hence, inertia ring 90 is radially aligned with pulley 70 with respect to axis of rotation A-A. Spring 40 is contained within an axial length of the hub 10 between each pulley support 50 and pulley support 60.
[0022] Figure 3 is a cross-sectional exploded view of the device. Spring 40, one-way clutch 20 and clutch carrier 30 are each contained within receiving portion 11 of hub 10. Elastomeric ring 80 is engaged with hub outer member 12.
[0023] In operation the inertia member 90 and elastomeric ring 80 absorb and damp crankshaft torsional vibrations, thereby preventing the vibrations from applying high loads to the crankshaft and or affecting the belt drive system. The one-way clutch decoupler feature allows high inertia components of the belt drive system to temporarily "overrun" the crankshaft during periods of rapid engine deceleration. The device combines the decoupling feature and the isolator feature into a compact package which can be used on an engine crankshaft in confined spaces.
a hub (10);
a one-way clutch (20) engaged with the hub;
a pulley (70) rotationally engaged with the hub on a first ball bearing(110) and a second ball bearing (120);
a spring (40) operationally engaged between the one-way clutch and the pulley; and
an inertia member (90) engaged with the hub through an elastomeric member (80), the inertia member disposed within an envelope comprising the pulley (70) and a first pulley support (50) engaged with the first ball bearing (110) and a second pulley support (60) engaged with the second ball bearing (120), the inertia member moveable independently of the pulley.
a hub;
a one-way clutch engaged with the hub;
a pulley rotationally engaged with the hub through a first pulley support and a second pulley support;
a spring operationally engaged between the one-way clutch and the first pulley support;
a carrier member disposed between the spring and the one-way clutch; and
an inertia member engaged with the hub through an elastomeric member, the inertia member substantially disposed within a width of the pulley and the inertia member is substantially coplanar with the pulley, the inertia member moveable independently of the pulley.
eine Nabe (10);
eine Freilaufkupplung (20), die mit der Nabe in Eingriff steht;
eine Riemenscheibe (70), die mit der Nabe an einem ersten Kugellager (110) und einem zweiten Kugellager (120) in Dreheingriff steht;
eine Feder (40), die zwischen der Freilaufkupplung und der Riemenscheibe in Wirkeingriff steht; und
ein Trägheitsglied (90), das durch ein elastomeres Glied (80) mit der Nabe in Eingriff steht, wobei das Trägheitsglied in einem Gehäuse angeordnet ist, das die Riemenscheibe (70) und eine erste Riemenscheibenstütze (50) im Eingriff mit dem ersten Kugellager (110) und eine zweite Riemenscheibenstütze (60) im Eingriff mit dem zweiten Kugellager (120) umfasst, wobei das Trägheitsglied unabhängig von der Riemenscheibe bewegbar ist.
eine Nabe;
eine Freilaufkupplung, die mit der Nabe in Eingriff steht;
eine Riemenscheibe, die mit der Nabe durch eine erste Riemenscheibenstütze und eine zweite Riemenscheibenstütze in Dreheingriff steht;
eine Feder, die zwischen der Freilaufkupplung und der ersten Riemenscheibenstütze in Wirkeingriff steht;
ein Trägerglied, das zwischen der Feder und der Freilaufkupplung angeordnet ist; und
ein Trägheitsglied, das durch ein elastomeres Glied mit der Nabe in Eingriff steht, wobei das Trägheitsglied im Wesentlichen innerhalb einer Breite der Riemenscheibe angeordnet ist und das Trägheitsglied mit der Riemenscheibe im Wesentlichen koplanar ist, wobei das Trägheitsglied unabhängig von der Riemenscheibe bewegbar ist.
un moyeu (10) ;
un embrayage unidirectionnel (20) en prise avec le moyeu ;
une poulie (70) en prise rotative avec le moyeu sur un premier roulement à billes (110) et un deuxième roulement à billes (120) ;
un ressort (40) en prise fonctionnelle entre l'embrayage unidirectionnel et la poulie ; et
un organe d'inertie (90) en prise avec le moyeu par le biais d'un organe élastomère (80), l'organe d'inertie étant disposé à l'intérieur d'une enveloppe comprenant la poulie (70) et un premier support de poulie (50) en prise avec le premier roulement à billes (110) et un deuxième support de poulie (60) en prise avec le deuxième roulement à billes (120), l'organe d'inertie pouvant être déplacé indépendamment de la poulie.
un moyeu ;
un embrayage unidirectionnel en prise avec le moyeu ;
une poulie en prise rotative avec le moyeu par le biais d'un premier support de poulie et d'un deuxième support de poulie ;
un ressort en prise fonctionnelle entre l'embrayage unidirectionnel et le premier support de poulie ;
un organe de support disposé entre le ressort et l'embrayage unidirectionnel ; et
un organe d'inertie en prise avec le moyeu par le biais d'un organe élastomère, l'organe d'inertie étant disposé sensiblement à l'intérieur d'une largeur de la poulie et l'organe d'inertie étant sensiblement coplanaire avec la poulie, l'organe d'inertie pouvant être déplacé indépendamment de la poulie.
REFERENCES CITED IN THE DESCRIPTION
This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.
Patent documents cited in the description